Motor transmission



Sept. 29', 1953 Filed Feb. 19. 1951 V. A. P. SARACCHI MOTOR TRANSMISSION 2 Sheets-Sheetl l vim wenn Fem Samzufi INVENTOR ATTORNEYS Sept. 29, 1953 v. A. P. sARAccHl 2,653,690

MOTOR TRANSMISSION Filed Feb. 19. 1951 2 Sheets-Sheet 2 INVENTOR ATTORNEYS Patented Sept. 29, 1953 LMOTOR TRANSMISSION 'Vicente Alberto.fPedro S araechLBuenos Aires, f :Argentina ApplicationFbruary 19, 1951, 'Serial`No.`211,669`

"achieving'the purpose of .the shift, since the Cardan with -the wheels will 1 continue to function by inertia and will keep lthe rotary motion of the entiregear system; this vmeansthat lthe movement of the fconnection itself -does not `allow the speed change to be carried out as 'easily as it could be doneif the mechanism 4were held at rest.

This `problem which is found in 'all transmissions using -mechanical changes, .'has been .solved byfmeans of the i improvements vof lthis invention, since without complicating the general operation -of the machine, it allows the .conditioning of .the elements of the shiftsystem so `thatlthey :may be released and meshed without any .special effort Vand without damaging .the `gear teeth due to friction.

To this end, apart lfrom the .corresponding clutch between the fmo'tor shaft and the input of the gear box, there iis provided Ya `second clutch connected mechanically `to thel :primary clutch control pedal or lever, ywherebyboth the .coupling and lthe uncoupling are made simultaneously. Thus, in all fshift circumstances a-.complete visolation of the bor: gears is obtained, 'not only v.as #regards the motor butalso the working connec- Ltion; `in .order to make the operation safer, fthe same means controlling both clutches have a vcomplementary!branch acting on a brake for rthe output of 'Said box, in combination `with 2thev 2 brakesfor the gearf'wheel shafts. Inf-this wiew,

` the clutches 'are shown inengaged position.

Fig 2 lis'a'sectional view taken `along the lines 2--2 in Fig. 1 and showing the respective -gear `box shaft brakes; and

Fig. 3 is a lview similar to Fig. 11 :but showing the clutches in released position ready-'forshi'fting.

The same reference Acharacters are used to kindicate 'like or corresponding vparts or #elements throughout the drawings.

As'shown inthe drawings-a, indicates the shift system or mechanism which-as is'vusual comprises va mainshaft I, asecondar-y shaft 12 and anintermediate shaft-3, all -inclosed in a boxl4, into which extend the forked -portions 5 y.and v5 of afshift vlever `6 vbearing on a i'fulcrum "1.

Thelmain vshafft I,-constituting the :motion input, is connected -to jthe drive shaft v8 by .means of "a Yclutch b formed by Iplates 9 and I-I) f of'which Athe latteris displa'ceable -and `urged by a spring II towards the connecting position with .respect to vplate 9. vkSa'idpla'te 3Ill carried .a ring LI2 tasso- 'ciated'witha vxfork member I3 'bearing .on a .pin

I4 in the form ofa lever.

Bgy means of fa pivot |25, said fo'rkimember I3 is-connected with alrod I6 which Jinturnfisconnect'ed through a pivot '.I'I fto Va lever :1&8 Ycorre- :spending vto =the control -pedal EIS; said lever 18 bears'on afulcrum'ZU in a ibearingiblockL2 I..

The main or input shaft I carries :alsocket '22 with which a counter-socket 23 on a slidable bushing 24 is connected, said slidable bushing l2'4 being'lockedto the secondary -shaf t -2 bysmeans k.of "grooves 12 -on ,saidshaft Upon the counterfsocket 23-engaging1the -socket 22 a direct -conv:rrection `between shafts land 2 is obtained.

The main shaft I carried a gear wheel-2513ermanentlyfmeshing with Ia gear iwheel 1126- ron the intermediate :shaft Y3. l

:The fslidahle bushing-2,4 :carried va Agear wheel Iflfcapahlefofzmeshing witha rgear wheel 2.8; this .f connection :establishes the intermediate speed.

Said slidable bushing 24 is provided withathroat l .#2'4ladapted to receive vthe fork member 45 .of shift lever G. f

` in another iportionof lshaft 2 there-is Yprovided .a further slidable bushing 29 which is lockedso as :to :rotate togethery with -said shaft f2 forwhich @purpose lthe latter is fprovid'ed with `a 'grooved v.porticn f2". This rslidable --bushing 2B is formed v.with a throa't 29 `adapted to receive Athe other 'ffork lmember 5 of shift :lever "6. Saidbushing -f29fe}lso 'carriesagearwheelhaving aflargefnumber of teeth 30 and located so that in-agiven position of bushing 29 it may mesh with a gear wheel 3I determining the minimum speed, while in another position of bushing 23 said gear wheel 30 will mesh with a gear Wheel 32 corresponding to a further shaft parallel to the intermediate shaft 3, and since this gear wheel 32 is connected with the gear wheel 33 on said intermediate shaft 3, it will have a reverse effect.

The above mechanism is described and shown by Way of example and it may comprise any combination known in the art.

The gear box described above is inserted between the drive shaft 8 corresponding to a motor and the shaft or Cardan 34 which may terminate in the wheel differential in the case of an automobile, but the gear box may be inserted in any other transmission between a motor and a member to be moved.

Since it is advisable to stop the gear wheels in order to carry out the shifts, apart from said clutch b the transmission is provided with a further clutch c which, due to its arrangement, constitutes the basis of the improvements of this invention.

In effect, said clutch c is arranged as a coupling means between the secondary shaft 2 and the connecting shaft 34; this means that clutch c is also a secondary clutch.

The clutch c comprises a plate 35 secured to shaft 34 and a plate 36 mounted on shaft 2 but in a slidable manner, so as to be capable of shifting for coupling or uncoupling the shaft 2 with respect to shaft 34.

The plate 36 is urged by a spring 31 the tension of which will cause the connection of both plates (Fig. l). Said plate 36 carries a ring 38 connected with the fork member 39 which acting as a lever bears on pin 4U and through a pivot 4I is connected to a rod 42 acting as a connecting rod and coupled through a pivot 43 to an extension I3' of lever I9. Thus, on pressing the pedal as shown in Fig. 3, both clutches b and c will be released at the same time so that the box gears will simultaneously become isolated both from the drive shaft 8 and the connecting shaft 34.

Apart from the dual control of clutches b and c, the extension I8 of lever I8 carries a pin 44 securing the bands 45 and 46 starting at the fixed points 41 and 43 respectively, after surrounding the brake discs 49 and 50 keyed to shafts 2 and 3, respectively.

Operation Assuming that the gear box is inserted in the transmission of a motor corresponding to an automobile, the mechanism a thereof will respond according to the relative positions of the gear Wheels.

With the pedal I9 in released position (Fig. 1) the springs I I and 31 will press the plates I0 and 36 against the respective plates 9 and 35, so that if the mechanism is turned to speed, the action of the motor will be transmitted to shaft 34 from shaft 8.

The position shown in Figs. l and 3 corresponds to dead center.

In order to start the vehicle, with the motor running pedal I9 should be pressed as shown in Fig. 3, whereby the mechanism a will be isolated both from the drive shaft 8 and the connecting shaft 34, while at the same time the gear wheels will stop since the same double unclutching action will brake the shafts 2 and 3 upon the bands 45 and 46 being tightened against the discs 49 and 50.

With the mechanism a stopped, the corresponding shift may be readily effected.

First, by actuating the fork member 5' by means of lever 6, the gear wheel 30 should be moved towards pinion 3| so as to obtain the first speed, after which the pedal I9 should again be released so as to obtain the connection between shafts 8 and 34 through the main shaft I, intermediate shaft 3 and secondary shaft 2.

Pedal I9 is then pressed again so as to isolate and stop the gear wheels in mechanism a in order to establish a second shift, viz: by connecting gear 21 with gear 28, which will give the intermediate speed. After releasing the pedal I9, the connection between shafts 8 and 34 is obtained through mechanism a.

Finally, once the unclutching and braking has been effected by means of pedal I9, lever 6 is moved in the corresponding direction so that through the fork member 5 the bushing 24 may be slid until the counter-socket 23 is coupled to the socket 22, thereby causing a direct connection between the main shaft I and the secondary shaft 2, bringing about the maximum speed when the pedal I9 is released.

It is evident that in carrying out the invention, many modifications, changes and/or alterations will occur to those skilled in the art, without departing from the scope of the invention as clearly set forth in the appended claims.

I claim:

l. In a gear box for motor transmission, the combination with an input drive shaft including a terminal clutch member, and an output drive shaft also including a terminal clutch member, shafts being spaced apart intermediate the respective clutch members with the shafts and clutch members axially alined, of a shiftable gear mechanism assembly operatively positioned intermediate said clutch members for providing variable relations between the drive and driven shafts at will, said mechanism including a gear carrying main shaft having a terminal clutch member complemental to the drive shaft clutch member, a gear carrying secondary shaft also having a terminal clutch member complemental to the driven shaft coupling member, said main and secondary shafts being axially alined with each other and with the drive and driven shafts and mounted for rotation at different or similar speeds at will, said terminal clutch members on the main and secondary shafts being axially movable for engagement with the terminal clutch members of the drive and driven shafts, the gears of the secondary shaft being movable axially on such shaft and rotatable in unison therewith, a gear carrying intermediate shaft spaced in parallelism with said main and secondary shafts, and a shift lever operatively connected with the secondary shaft movable gears, said mechanism assembly being mounted for selective engagement of predetermined gears by shift lever activity to drive the driven shaft under variable speed conditions and rotation directions at will, brake mechanism for the secondary and intermediate shafts respectively; and pedal-operated control mechanism for concurrently engaging and disengaging the clutch members of the main and secondary shafts and for applying and releasing braking relations with the secondary and intermediate shafts by pedal activity at will.

2. A gear box as in claim 1 characterized in that the brake mechanism includes a brake drum on each of the secondary and intermediate shafts and spaced apart on a plane intersecting such shafts at right angles, a pair of individual brake bands for said drums also located on such plane, the free ends of said bands having an operative connection with the pedal operated control mechanism thereby to apply or release both bands concurrently by pedal activity of the control mechanism.

3. A gear box as in claim 2 characterized in that the pedal-operated control mechanism comprises a pivotally mounted member of lever type and having a lever extension beyond the pivot. a pivoted lever for and individual to the main and secondary shafts respectively with each operatively connected with its shaft under yieldable spring pressure to cause movement of the shaft and its clutch member from and toward the neighboring clutch members of the drive and driven shafts by oscillation of said levers, a connection between the main shaft lever and the main portion of the pedal lever, a connection between the secondary shaft lever and the extension of the pedal lever, and an arm projecting from the pedal lever extension and having a. pivotal connection with the free end of both of the brake bands of the braking mechanism, the normal inactive position of the pedal lever presenting the respective clutch members in operative engagement and with the braking mechanism inactive, movement of the pedal on its pivot being operative to concurrently shift the main and secondary shafts to break the clutch engagement of such shafts and the drive and driven shafts respectively and to apply the brakes to the secondary and intermediate shafts with the former status restored by a reversal of such movements by return of the peda1 to its normal position.

4. A gear box as in claim 1 characterized in that the gear of the main shaft and one of the movable gears of the secondary shaft have complemental tooth formations fory establishing a Idirect-drive relation between said gears at Will by shift lever activity upon the movable gear of the secondary shaft to thereby provide a direct drive between the drive and driven shafts for high speed rotation of the driven shaft, the intermediate shaft during such relation period rotating with the several shafts and being rendered inactive ,as a member of the drive path assembly by such gear assembly between the main and secondary shafts.

VICENTE ALBERTO PEDRO SARACCHI.

References Cited in the le of this patent UNITED STATES PATENTS Number 

